EP1831593B1 - Seal for torque converter lockup clutch - Google Patents

Seal for torque converter lockup clutch Download PDF

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Publication number
EP1831593B1
EP1831593B1 EP05850148A EP05850148A EP1831593B1 EP 1831593 B1 EP1831593 B1 EP 1831593B1 EP 05850148 A EP05850148 A EP 05850148A EP 05850148 A EP05850148 A EP 05850148A EP 1831593 B1 EP1831593 B1 EP 1831593B1
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EP
European Patent Office
Prior art keywords
seal
piston
hub
hydrodynamic clutch
clutch
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP05850148A
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German (de)
French (fr)
Other versions
EP1831593A1 (en
Inventor
Thorsten Krause
Dominique Engelmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Buehl Verwaltungs GmbH
LuK Lamellen und Kupplungsbau GmbH
Original Assignee
LuK Lamellen und Kupplungsbau Beteiligungs KG
LuK Lamellen und Kupplungsbau GmbH
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Publication of EP1831593A1 publication Critical patent/EP1831593A1/en
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Publication of EP1831593B1 publication Critical patent/EP1831593B1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16J—PISTONS; CYLINDERS; SEALINGS
    • F16J15/00—Sealings
    • F16J15/44—Free-space packings
    • F16J15/441—Free-space packings with floating ring
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16J—PISTONS; CYLINDERS; SEALINGS
    • F16J15/00—Sealings
    • F16J15/16—Sealings between relatively-moving surfaces
    • F16J15/164—Sealings between relatively-moving surfaces the sealing action depending on movements; pressure difference, temperature or presence of leaking fluid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16J—PISTONS; CYLINDERS; SEALINGS
    • F16J15/00—Sealings
    • F16J15/16—Sealings between relatively-moving surfaces
    • F16J15/32—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16J—PISTONS; CYLINDERS; SEALINGS
    • F16J15/00—Sealings
    • F16J15/56—Other sealings for reciprocating rods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0212—Details of pistons for master or slave cylinders especially adapted for fluid control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2300/00—Special features for couplings or clutches
    • F16D2300/08—Details or arrangements of sealings not provided for in group F16D3/84

Definitions

  • the invention relates to a method and a sealing system for sealing between the piston of a torque converter lockup clutch and a hub in a hydrodynamic clutch, in particular in a torque converter.
  • the piston of the lockup clutch is provided at its center with a bore, by means of which it can be arranged concentrically on a hub.
  • This hub can be both a turbine hub, as well as another hub. It is important only that the piston is as easy as possible axially displaced, so that the friction torque between the piston and the converter housing can be adjusted as sensitively as possible.
  • a different oil pressure is built up on both sides of the piston, so that an axial force component is formed.
  • the most common is the pressurization, in which there is a higher pressure in the area between the piston and the converter turbine, as in the area between the piston and the engine-side converter housing.
  • the DE 103 14 338 A1 shows a hydrodynamic torque converter with a lockup clutch whose piston is sealingly axially displaceable relative to the converter housing by means of a housed in an annular groove of the piston seal.
  • the DE 33 31 673 A1 shows a seal assembly in which in a ring groove of a piston, a seal is arranged, which seals radially relative to a sealing surface and seals axially under pressure against the annular groove.
  • the relative speeds between the piston and the hub are approximately 600 to 2500 rpm; in the main driving range, the relative speeds are still at 10 to 60 rpm.
  • the seal in addition to its actual function of sealing must also be durable at relative speeds, because this component is not interchangeable because of the closed form of the torque converter.
  • the spontaneous sealing is reduced by means of a method according to claim 1 such that the seal is pressed by means of a bias to the surface of the piston bore.
  • This bias is achieved in that the sealing ring has an oversize at its outer diameter, which is why it rotates substantially at the speed of the piston. There is thus a relative rotational movement only between the seal and the groove for the seal in the hub. Furthermore, a leakage gap is formed between the seal and the hub.
  • a hydrodynamic coupling according to claim 2 is constructed with a sealing system in which the seal with a substantially cylindrical surface rests against the bore of the piston and at the same time is endless (as cylindrical is still to be considered, if the radius of curvature is less than or equal to the outer diameter of the seal).
  • the seals are not closed and thereby have a straight line or an oblique impact. This specifically connects with axial movements and / or relative speeds between piston and hub reinforced for spontaneous sealing. Furthermore, a leakage gap is formed between the seal and the hub.
  • FIGS. 3 and 4 you have to look at each in an overall view.
  • the Figures 1 and 2 show here the problem of spontaneous sealing, while the FIGS. 3 and 4 illustrate the sealing behavior according to the invention.
  • the characteristic curve 1 represents the differential pressure on the piston via the piston stroke s.
  • the characteristic curve of the differential pressure increases to a value of 0.5 bar.
  • FIG. 5 shows a schematic section through a piston 8 of a lockup clutch and a hub 9. It can be seen here that the inventive seal 7 rests against the bore of the piston 8, while the seal 7 in the groove of the hub 9 has play (this game has been exaggerated for illustrative purposes).
  • a center line or axis of rotation 10 is to be indicated that the hub 9, the piston 8 and the seal 7 are arranged concentrically with each other.
  • a region 5 there is a higher oil pressure than in a region 6, whereby a defined leakage around the seal 7 around to the lower oil pressure takes place.
  • an additional contact pressure of the seal 7 against the piston 8 is effected by the oil pressure on the inner diameter of the seal 7, whereby an additional bias of the seal 7 against the piston 8 takes place. Regardless of the dimensioning of the outer diameter of the seal 7 and the dimensioning of the inner diameter of the piston 8 is already given a bias when the piston 8 is pushed during the assembly of the torque converter via the seal 7.
  • the Indian FIG. 5 Although shown gap between the seal 7 and the hub 9 is shown exaggerated, but it is inventively useful to make a gap here, since thereby the fixation of the seal 7 relative to the piston 8 is unique.
  • the seal 7 is provided with a chamfer, which preferably faces the region 6, which has a lower pressure. It has been shown that this chamfer also contributes to the fact that the leakage is essentially proportional to the pressure difference.
  • the chamfer height 12 should only carry a maximum of 50% of the ring height 13.
  • the chamfer width 11 should be only a maximum of 50% of the ring width 14.
  • a chamfer can also - as in FIG. 9 shown - a radius are mounted in the region of the seal 7, which faces the printing area 6.
  • a chamfer and a radius also have the advantage that they represent a Einfädel Anlagen when pushing the piston 8.
  • the seal 7 is provided with a shoulder, which also has these advantages already mentioned a chamfer.
  • the chamfer or the radius or the shoulder are also arranged on the side of the seal 7, where the region 5 of the higher pressure is present.
  • a two-sided arrangement of chamfer, radius and paragraph may be possible, whereby a combination of different edge shapes can be selected.
  • FIG. 7 an embodiment of the seal 7 is shown, which is also provided at its inner diameter with a chamfer.
  • This has the advantage that the seal 7 when mounted on the hub 9 can not be mounted upside down, so that the chamfer on the left side would then come to rest on the other side.
  • FIGS. 11 to 13 is common that in addition to the seal 7 also an O-ring 15 additionally applies.
  • This O-ring 15 is disposed radially inside the seal 7, while the O-ring 15 in the FIG. 12 is arranged axially adjacent to the seal 7.
  • the FIGS. 11 to 13 is also common that in conjunction with the O-ring 15 at low differential pressures absolute sealing is possible.
  • the difference from the FIG. 11 to FIG. 13 is that in the FIG. 11 the sealing ring 7 is provided with its inner diameter with a groove, whereby the O-ring 15 bears substantially flat against the inner diameter of the seal 7.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Sealing Devices (AREA)
  • Mechanical Operated Clutches (AREA)
  • Control Of Fluid Gearings (AREA)
  • Gasket Seals (AREA)
  • Cable Accessories (AREA)
  • Transformers For Measuring Instruments (AREA)

Abstract

A method and a sealing system for sealing the space between a piston and the hub of a torque converter lockup clutch is provided. According to the method and the sealing system, the seal is pretensioned with its cylindrical surface facing the piston bore. In an embodiment of the invention, the first seal is fastened by a second seal. The invention allows minimization of oil leakage flow and at the same time to linearize its dependency on the differential pressure. Spontaneous sealing may be reduced, thereby directly correlating the contact pressure of the piston—and thus the torque of the torque converter lockup clutch—with differential pressure and eventually allowing for smoother travel.

Description

Die Erfindung betrifft ein Verfahren und ein Dichtungssystem zum Dichten zwischen dem Kolben einer Wandlerüberbrückungskupplung und einer Nabe in einer hydrodynamischen Kupplung, insbesondere in einem Drehmomentwandler.The invention relates to a method and a sealing system for sealing between the piston of a torque converter lockup clutch and a hub in a hydrodynamic clutch, in particular in a torque converter.

In modernen Drehmomentwandlern befindet sich eine Wandlerüberbrückungskupplung, die bei geringen Drehzahlunterschieden zwischen der Pumpe und der Turbine geschaltet wird, damit sich der Wirkungsgrad des Wandlers verbessert. Wird die Wandlerüberbrückungskupplung mittels des Öldrucks betätigt, so entsteht eine reibschlüssige Verbindung zwischen dem Wandlergehäuse zur Nabe, in die die Getriebeeingangswelle des nachgeordneten Getriebes eingreift. In dem Kraftfluss zwischen dem Wandlergehäuse und der Nabe kann auch noch ein Torsionsschwingungsdämpfer angeordnet sein.In modern torque converters, there is a lockup clutch that is switched between the pump and the turbine at low speed differences to improve the efficiency of the converter. If the converter lockup clutch is actuated by means of the oil pressure, a frictional connection is created between the converter housing and the hub into which the transmission input shaft of the downstream transmission engages. In the power flow between the converter housing and the hub may also be arranged a torsional vibration damper.

Der Kolben der Wandlerüberbrückungskupplung ist in seinem Zentrum mit einer Bohrung versehen, mittels der er konzentrisch auf einer Nabe angeordnet werden kann. Diese Nabe kann sowohl eine Turbinennabe, als auch eine andere Nabe sein. Wichtig ist hierbei lediglich, dass der Kolben möglichst leicht axial verlagerbar ist, damit das Reibmoment zwischen dem Kolben und dem Wandlergehäuse möglichst feinfühlig eingestellt werden kann. Zum axialen Verlagern des Kolbens wird zu beiden Seiten des Kolbens ein unterschiedlicher Öldruck aufgebaut, so dass eine axiale Kraftkomponente entsteht. Am gebräuchlichsten ist die Druckbeaufschlagung, bei der in dem Bereich zwischen dem Kolben und der Wandlerturbine ein höherer Druck herrscht, als in dem Bereich zwischen dem Kolben und dem motorseitigen Wandlergehäuse.The piston of the lockup clutch is provided at its center with a bore, by means of which it can be arranged concentrically on a hub. This hub can be both a turbine hub, as well as another hub. It is important only that the piston is as easy as possible axially displaced, so that the friction torque between the piston and the converter housing can be adjusted as sensitively as possible. For axial displacement of the piston, a different oil pressure is built up on both sides of the piston, so that an axial force component is formed. The most common is the pressurization, in which there is a higher pressure in the area between the piston and the converter turbine, as in the area between the piston and the engine-side converter housing.

Die DE 103 14 338 A1 zeigt einen hydrodynamischen Drehmomentwandler mit einer Wandlerüberbrückungskupplung, deren Kolben gegenüber dem Wandlergehäuse mittels einer in einer Ringnut des Kolbens untergebrachten Dichtung dichtend axial verlagerbar ist. Die DE 33 31 673 A1 zeigt eine Dichtungsanordnung, bei der in einer Ringnut eines Kolbens eine Dichtung angeordnet ist, die gegenüber einer Dichtfläche radial abdichtet und unter Druck gegenüber der Ringnut axial abdichtet.The DE 103 14 338 A1 shows a hydrodynamic torque converter with a lockup clutch whose piston is sealingly axially displaceable relative to the converter housing by means of a housed in an annular groove of the piston seal. The DE 33 31 673 A1 shows a seal assembly in which in a ring groove of a piston, a seal is arranged, which seals radially relative to a sealing surface and seals axially under pressure against the annular groove.

Durch die axiale Bewegbarkeit des Kolbens auf der Nabe ist hier ein Leckage-Ölstrom möglich, weshalb bereits nach dem Stand der Technik zwischen der Bohrung des Kolbens und der ihr zugeordneten Nabe eine Dichtung angeordnet ist. Ein optimales Abdichten an dieser Stelle ist insofern hier schwierig, da zum einen eine möglichst leichtgängige axiale Verschiebbarkeit des Kolbens sichergestellt werden muss, und zum anderen der Leckage-Ölstrom möglichst klein gehalten werden sollte. Außerdem existiert das Problem, dass je nach der Betriebssituation des Drehmomentwandlers, zwischen dem Kolben und der Nabe unterschiedliche Drehzahlen existieren, wodurch Relativdrehbewegungen zwischen Kolben und Nabe vorhanden sind. Nur wenn die Wandlerüberbrückungskupplung vollständig geschlossen ist, treten keine Relativdrehbewegungen auf.Due to the axial mobility of the piston on the hub leakage oil flow is possible here, which is why a seal is already arranged according to the prior art between the bore of the piston and its associated hub. An optimal Sealing at this point is so far difficult here, since on the one hand as smooth as possible axial displaceability of the piston must be ensured, and on the other hand, the leakage oil flow should be kept as small as possible. There is also the problem that, depending on the operating situation of the torque converter, different speeds exist between the piston and the hub, whereby relative rotational movements between piston and Hub are present. Only when the converter lock-up clutch is fully closed, no relative rotational movements occur.

Im Anfahrbereich liegen die Relativdrehzahlen zwischen dem Kolben und der Nabe bei ca. 600 bis 2500 UPM; im Hauptfahrbereich liegen die Relativdrehzahlen immer noch bei 10 bis 60 UPM. Dieses bedeutet, dass die Dichtung neben ihrer eigentlichen Funktion des Abdichtens auch dauerhaft haltbar bei Relativdrehzahlen sein muss, denn dieses Bauteil ist wegen der geschlossenen Form des Drehmomentwandlers nicht austauschbar.In the starting range, the relative speeds between the piston and the hub are approximately 600 to 2500 rpm; in the main driving range, the relative speeds are still at 10 to 60 rpm. This means that the seal in addition to its actual function of sealing must also be durable at relative speeds, because this component is not interchangeable because of the closed form of the torque converter.

Um ein komfortables Einregeln der Wandlerüberbrückungskupplung bei geringen Drehmomenten (speziell im Schub) zu gewährleisten, ist es erforderlich, dass die Dichtung schon bei sehr geringen Differenzdrücken beidseits des Kolbens (< 0,1 bar) exakt abdichtet. Ist dies nicht der Fall, so erfolgt an der Dichtung eine Leckage, die bei weiter steigendem Druck spontan - also nicht vorhersehbar - sich sprunghaft reduziert. Wegen der im Wesentlichen konstanten Pumpenkennlinie der Ölförderpumpe, verursacht das spontane Abdichten zwischen dem Kolben und der Nabe einen Sprung in dem Differenzdruck zwischen den beiden Kolbenaußenflächen, wodurch zugleich auch ein spontanes, stärkeres Anpressen des Kolbens erfolgt, wodurch wiederum ein verstärktes Reibmoment entsteht. Dieser Reibmomentsprung führt zu einem Ruck, der vom Fahrer des Fahrzeuges als unangenehm empfunden wird.In order to ensure comfortable adjustment of the converter lockup clutch at low torques (especially in thrust), it is necessary for the seal to seal precisely on both sides of the piston (<0.1 bar) even at very low differential pressures. If this is not the case, there is a leak at the seal, which spontaneously-that is, not foreseeable-increases abruptly as the pressure increases further. Due to the substantially constant pumping characteristic of the oil delivery pump, the spontaneous sealing between the piston and the hub causes a jump in the differential pressure between the two piston outer surfaces, which also causes a spontaneous, stronger pressing of the piston, which in turn results in an increased friction torque. This Reibmomentsprung leads to a jerk, which is perceived by the driver of the vehicle as unpleasant.

Es ist deshalb Aufgabe der Erfindung das spontane Abdichten an der Dichtung zwischen dem Kolben und der Nabe zumindest zu reduzieren. Erfindungsgemäß wird mittels eines Verfahrens nach Anspruch 1 das spontane Abdichten derart reduziert, indem die Dichtung mittels einer Vorspannung an die Oberfläche der Kolbenbohrung angepresst wird. Diese Vorspannung wird dadurch erreicht, dass der Dichtring an seinem Außendurchmesser ein Übermaß hat, weshalb er im Wesentlichen mit der Drehzahl des Kolbens umläuft. Eine Relativdrehbewegung gibt es somit nur zwischen der Dichtung und dem Einstich für die Dichtung in der Nabe. Des Weiteren wird zwischen Dichtung und Nabe ein Leckagespalt gebildet.It is therefore an object of the invention to at least reduce the spontaneous sealing at the seal between the piston and the hub. According to the invention, the spontaneous sealing is reduced by means of a method according to claim 1 such that the seal is pressed by means of a bias to the surface of the piston bore. This bias is achieved in that the sealing ring has an oversize at its outer diameter, which is why it rotates substantially at the speed of the piston. There is thus a relative rotational movement only between the seal and the groove for the seal in the hub. Furthermore, a leakage gap is formed between the seal and the hub.

Ferner wird die Aufgabe auch dadurch gelöst, indem eine hydrodynamishe Kupplung nach Anspruch 2 mit einem Dichtungssystem aufgebaut wird, bei dem die Dichtung mit einer im Wesentlichen zylindrischen Oberfläche an der Bohrung des Kolbens anliegt und zugleich endlos ausgebildet ist (als zylindrisch ist hierbei noch anzusehen, wenn der Krümmungsradius kleiner gleich dem Außendurchmesser der Dichtung ist). Beim Stand der Technik ist es nachteilig, dass die Dichtungen nicht geschlossen sind und dadurch eine Gerade oder einen schrägen Stoß aufweisen. Dieses führt speziell in Verbindung mit axialen Bewegungen und/oder Relativdrehzahlen zwischen Kolben und Nabe verstärkt zum spontanen Abdichten. Zwischen Dichtung und Nabe wird des Weiteren ein Leckagespalt gebildet.Furthermore, the object is also achieved by a hydrodynamic coupling according to claim 2 is constructed with a sealing system in which the seal with a substantially cylindrical surface rests against the bore of the piston and at the same time is endless (as cylindrical is still to be considered, if the radius of curvature is less than or equal to the outer diameter of the seal). In the prior art, it is disadvantageous that the seals are not closed and thereby have a straight line or an oblique impact. This specifically connects with axial movements and / or relative speeds between piston and hub reinforced for spontaneous sealing. Furthermore, a leakage gap is formed between the seal and the hub.

Nachfolgen soll nun die Erfindung anhand der Figuren näher erläutert werden.The invention will now be explained in more detail with reference to the figures.

Es zeigen:

Figur 1
ein Diagramm des Differenzdruckes über den Kolbenhub nach dem Stand der Technik,
Figur 2
ein Diagramm des Leckage-Ölstroms über den Kolbenhub nach dem Stand der Technik ,
Figur 3
ein Diagramm des Differenzdruckes über den Kolbenhub gemäß der vorliegenden Erfindung,
Figur 4
ein Diagramm des Leckage-Ölstroms über den Kolbenhub gemäß der Erfindung,
Figur 5
einen schematischen Schnitt durch einen Kolben und eine Nabe mit dem erfindungsgemäßen Dichtsystem,
Figur 6
wie Figur 5, jedoch mit angefaster Dichtung,
Figur 7
wie Figur 5, jedoch mit wechselseitig angefaster Dichtung,
Figuren 8-10
weitere Ausgestaltungen der Dichtungsform,
Figur 11
wie Figur 5, jedoch mit radial innerem zusätzlichen O-Ring,
Figur 12
wie Figur 5, jedoch mit einem axial zusätzlichen O-Ring,
Figur 13
ein Dichtungssystem, welches der Figur 11 ähnlich ist.
Show it:
FIG. 1
a diagram of the differential pressure over the piston stroke according to the prior art,
FIG. 2
a diagram of the leakage oil flow over the piston stroke according to the prior art,
FIG. 3
a diagram of the differential pressure over the piston stroke according to the present invention,
FIG. 4
a diagram of the leakage oil flow over the piston stroke according to the invention,
FIG. 5
a schematic section through a piston and a hub with the sealing system according to the invention,
FIG. 6
as FIG. 5 , but with chamfered seal,
FIG. 7
as FIG. 5 , but with alternately chamfered seal,
Figures 8-10
further embodiments of the seal form,
FIG. 11
as FIG. 5 but with radially inner additional O-ring,
FIG. 12
as FIG. 5 but with an axially additional O-ring,
FIG. 13
a sealing system, which the FIG. 11 is similar.

Die Figuren 1 und 2 bzw. die Figuren 3 und 4 muss man jeweils in einer Gesamtschau betrachten. Die Figuren 1 und 2 zeigen hierbei das Problem des spontanen Abdichtens, während die Figuren 3 und 4 das Dichtverhalten gemäß der Erfindung veranschaulichen.The Figures 1 and 2 or the FIGS. 3 and 4 you have to look at each in an overall view. The Figures 1 and 2 show here the problem of spontaneous sealing, while the FIGS. 3 and 4 illustrate the sealing behavior according to the invention.

In der Figur 1 kann man die Kennlinie 1 sehen, die den Differenzdruck auf den Kolben über den Kolbenweg s darstellt. Etwa bei dem Kolbenweg s=5 steigt die Kennlinie des Differenzdruckes auf einen Wert von 0,5 bar an.In the FIG. 1 you can see the characteristic curve 1, which represents the differential pressure on the piston via the piston stroke s. For example, with the piston travel s = 5, the characteristic curve of the differential pressure increases to a value of 0.5 bar.

In der Figur 2 ist die dazugehörige Kennlinie 2 der Ölleckage über Kolbenweg gezeigt. Hier kann man deutlich sehen, dass bei dem Kolbenweg s=5 die Leckage (in Liter pro Minute) von dem Wert etwa 1,2 plötzlich auf den Wert 0,5 abfällt. Das ist der Bereich 4 des spontanen Abdichtens, der in dem Diagramm der Figur 1 seine Ausprägung in dem Drucksprung 3 findet. Mit dem höheren Differenzdruck auf den Kolben geht nun auch ein höheres Reibmoment der Wandlerüberbrückungskupplung einher, wodurch insgesamt ein höheres Moment vom Motor zum Getriebe übertragen wird. Das hieraus resultierende Rucken während der Fahrt beeinträchtigt den Fahrkomfort. Besonderes nachteilig wäre es, wenn während einer Fahrt auch ebenso spontan sprunghafte Leckage-Zuwächse möglich wären, um dann wieder in ein spontanes Dichten übergehen würden. Dadurch wäre immer wieder ein Beschleunigungs- und auch Verzögerungsrucken zu spüren.In the FIG. 2 the associated characteristic curve 2 of the oil leakage via piston stroke is shown. Here you can clearly see that in the piston stroke s = 5, the leakage (in liters per minute) suddenly drops from the value of about 1.2 to the value of 0.5. This is the area 4 of the spontaneous sealing, which in the diagram of FIG. 1 its expression in the pressure jump 3 finds. With the higher differential pressure on the piston is now accompanied by a higher friction torque of the lockup clutch, whereby a total of a higher torque is transmitted from the engine to the transmission. The resulting jerking while driving affects the ride comfort. It would be particularly disadvantageous if, during a journey, sudden leaky increases in leakage would also be possible spontaneously, in order then to pass again into a spontaneous sealing. As a result, acceleration and deceleration pressures would always be felt.

In den Diagrammen der Figuren 3 und 4 in dem Bereich des Kolbenweges von dem Wert s=2 bis s=10 ein im Wesentlichen lineares Verhalten, wodurch mit gesteuerter oder geregelter Differenzdruckzunahme auf den Kolben ein im Wesentlichen proportionales Reibmoment an der Wandlerüberbrückungskupplung möglich ist.In the diagrams of FIGS. 3 and 4 in the region of the piston travel of the value s = 2 to s = 10, a substantially linear behavior, which with controlled or regulated differential pressure increase on the piston, a substantially proportional friction torque on the converter lockup clutch is possible.

Die Figur 5 zeigt einen schematisierten Schnitt durch einen Kolben 8 einer Wandlerüberbrückungskupplung und eine Nabe 9. Es ist hierbei gut zu erkennen, dass die erfinderische Dichtung 7 an der Bohrung des Kolbens 8 anliegt, während die Dichtung 7 in dem Einstich der Nabe 9 mit Spiel behaftet ist (dieses Spiel ist aus Anschauungsgründen übertrieben dargestellt worden). Mittels einer Mittellinie bzw. Drehachse 10 soll angedeutet werden, dass die Nabe 9, der Kolben 8 und die Dichtung 7 konzentrisch zueinander angeordnet sind. In einem Bereich 5 herrscht ein höherer Öldruck als in einem Bereich 6, wodurch eine definierte Leckage um die Dichtung 7 herum zum geringeren Öldruck hin erfolgt. Vorteilhafterweise wird durch den Öldruck auf den Innendurchmesser der Dichtung 7 eine zusätzliche Anpressung der Dichtung 7 gegen den Kolben 8 bewirkt, wodurch eine zusätzliche Vorspannung der Dichtung 7 gegen den Kolben 8 erfolgt. Unabhängig davon ist durch die Dimensionierung des Außendurchmessers der Dichtung 7 bzw. der Dimensionierung des Innendurchmessers des Kolbens 8 bereits dann ein Vorspannung gegeben, wenn der Kolben 8 bei der Montage des Drehmomentwandlers über die Dichtung 7 geschoben wird.The FIG. 5 shows a schematic section through a piston 8 of a lockup clutch and a hub 9. It can be seen here that the inventive seal 7 rests against the bore of the piston 8, while the seal 7 in the groove of the hub 9 has play ( this game has been exaggerated for illustrative purposes). By means of a center line or axis of rotation 10 is to be indicated that the hub 9, the piston 8 and the seal 7 are arranged concentrically with each other. In a region 5 there is a higher oil pressure than in a region 6, whereby a defined leakage around the seal 7 around to the lower oil pressure takes place. Advantageously, an additional contact pressure of the seal 7 against the piston 8 is effected by the oil pressure on the inner diameter of the seal 7, whereby an additional bias of the seal 7 against the piston 8 takes place. Regardless of the dimensioning of the outer diameter of the seal 7 and the dimensioning of the inner diameter of the piston 8 is already given a bias when the piston 8 is pushed during the assembly of the torque converter via the seal 7.

Der in der Figur 5 gezeigte Spalt zwischen der Dichtung 7 und der Nabe 9 ist zwar übertrieben dargestellt, jedoch ist es erfindungsgemäß sinnvoll, hier einen Spalt zu gestalten, da dadurch die Fixierung der Dichtung 7 relativ zum Kolben 8 eindeutig wird. Der Leckageölstrom durch den Spalt zwischen der Dichtung 7 und der Nabe 9 von dem Bereich des höheren Drucks 5 zum Bereich 6 des geringeren Drucks, stellt eine Umwegstrecke dar, wodurch letzten Endes ein zuverlässiges, nicht-spontanes Abdichten möglich ist.The Indian FIG. 5 Although shown gap between the seal 7 and the hub 9 is shown exaggerated, but it is inventively useful to make a gap here, since thereby the fixation of the seal 7 relative to the piston 8 is unique. The leakage oil flow through the gap between the seal 7 and the hub 9 from the region of the higher pressure 5 to the region 6 of lower pressure, constitutes a detour, whereby ultimately a reliable, non-spontaneous sealing is possible.

In der Figur 6 ist die Dichtung 7 mit einer Fase versehen, die vorzugsweise dem Bereich 6 zugewandt ist, der einen geringeren Druck aufweist. Es hat sich gezeigt, dass diese Fase ebenfalls dazu beiträgt, dass sich die Leckage im Wesentlichen proportional zur Druckdifferenz verhält.In the FIG. 6 the seal 7 is provided with a chamfer, which preferably faces the region 6, which has a lower pressure. It has been shown that this chamfer also contributes to the fact that the leakage is essentially proportional to the pressure difference.

Mit den Figuren 8 bis 10 werden weitere Ausgestaltungen der Dichtung 7 gezeigt. Vorteilhafterweise sollte die Fasenhöhe 12 nur maximal 50% der Ringhöhe 13 tragen. Vorzugsweise sollte auch die Fasenbreite 11 nur maximal 50% der Ringbreite 14 betragen. Anstelle einer Fase kann aber auch - wie in Figur 9 gezeigt - ein Radius in dem Bereich der Dichtung 7 angebracht werden, der dem Druckbereich 6 zugewandt ist. Eine Fase und ein Radius haben zudem noch den Vorteil, dass sie beim Darüberschieben des Kolbens 8 eine Einfädelhilfe darstellen. In der Ausgestaltung der Figur 10 ist die Dichtung 7 mit einem Absatz versehen, wobei auch diese bereits genannten Vorteile einer Fase aufweist. In besonderen Fällen kann es aber auch erforderlich sein, dass die Fase bzw. der Radius oder der Absatz auch an der Seite der Dichtung 7 angeordnet sind, wo der Bereich 5 des höheren Drucks vorhanden ist. Auch ein beidseitiges Anordnen von Fase, Radius und Absatz kann möglich sein, wobei auch eine Kombination aus verschiedenen Randformen gewählt werden kann.With the FIGS. 8 to 10 Further embodiments of the seal 7 are shown. Advantageously, the chamfer height 12 should only carry a maximum of 50% of the ring height 13. Preferably, the chamfer width 11 should be only a maximum of 50% of the ring width 14. Instead of a chamfer can also - as in FIG. 9 shown - a radius are mounted in the region of the seal 7, which faces the printing area 6. A chamfer and a radius also have the advantage that they represent a Einfädelhilfe when pushing the piston 8. In the embodiment of FIG. 10 the seal 7 is provided with a shoulder, which also has these advantages already mentioned a chamfer. In special cases, it may also be necessary that the chamfer or the radius or the shoulder are also arranged on the side of the seal 7, where the region 5 of the higher pressure is present. Also, a two-sided arrangement of chamfer, radius and paragraph may be possible, whereby a combination of different edge shapes can be selected.

Mit der Figur 7 wird eine Ausgestaltung der Dichtung 7 gezeigt, die auch an ihrem Innendurchmesser mit einer Fase versehen ist. Dieses hat den Vorteil, dass die Dichtung 7 bei ihrer Montage auf die Nabe 9 nicht verkehrt herum montiert werden kann, wodurch die linksseitig gezeigte Fase dann auf die andere Seite zu Liegen käme.With the FIG. 7 an embodiment of the seal 7 is shown, which is also provided at its inner diameter with a chamfer. This has the advantage that the seal 7 when mounted on the hub 9 can not be mounted upside down, so that the chamfer on the left side would then come to rest on the other side.

Es soll in diesem Zusammenhang darauf hingewiesen werden, dass das bisher Gesagte auch entsprechend gilt, wenn die Dichtungsnut nicht in der Nabe 9, sondern im Kolben 8 angebracht ist.It should be noted in this context that what has been said so far also applies accordingly if the sealing groove is not mounted in the hub 9 but in the piston 8.

Den Figuren 11 bis 13 ist gemeinsam, dass zusätzlich zur Dichtung 7 auch noch ein O-Ring 15 zusätzlich noch Anwendung findet. In den Figuren 11 und 13 ist dieser O-Ring 15 radial innerhalb der Dichtung 7 angeordnet, während der O-Ring 15 in der Figur 12 axial neben der Dichtung 7 angeordnet ist. Den Figuren 11 bis 13 ist weiterhin gemeinsam, dass in Verbindung mit dem O-Ring 15 bei geringen Differenzdrücken ein absolutes Abdichten möglich ist. Der Unterschied von der Figur 11 zur Figur 13 besteht darin, dass in der Figur 11 der Dichtring 7 seinen Innendurchmesser mit einer Hohlkehle versehen ist, wodurch der O-Ring 15 im Wesentlichen flächig an dem Innendurchmesser der Dichtung 7 anliegt.The FIGS. 11 to 13 is common that in addition to the seal 7 also an O-ring 15 additionally applies. In the Figures 11 and 13 This O-ring 15 is disposed radially inside the seal 7, while the O-ring 15 in the FIG. 12 is arranged axially adjacent to the seal 7. The FIGS. 11 to 13 is also common that in conjunction with the O-ring 15 at low differential pressures absolute sealing is possible. The difference from the FIG. 11 to FIG. 13 is that in the FIG. 11 the sealing ring 7 is provided with its inner diameter with a groove, whereby the O-ring 15 bears substantially flat against the inner diameter of the seal 7.

Auch in Verbindung mit den Figuren 11 bis 13 ist es denkbar, dass die Dichtung 7 - wie bereits beschrieben - mit einer Fase, Radius oder einem Absatz (oder Einstich) versehen ist.Also in conjunction with the FIGS. 11 to 13 It is conceivable that the seal 7 - as already described - with a chamfer, radius or a paragraph (or puncture) is provided.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

11
Kennlinie Differenzdruck über KolbenwegCharacteristic differential pressure over piston stroke
22
Kennlinie Öl-Leckage über KolbenwegCharacteristic oil leakage via piston stroke
33
Drucksprungpressure jump
44
Bereich des spontanen AbdichtensArea of spontaneous sealing
55
Bereich des höheren DruckesArea of higher pressure
66
Bereich des geringeren DruckesRange of lower pressure
77
erfindungsgemäße Dichtunginventive seal
88th
Kolben der WandlerüberbrückungskupplungPiston of the lockup clutch
99
Nabehub
1010
Mittellinie/ DrehachseCenterline / rotation axis
1111
Fasenbreitechamfer width
1212
FasenhöheBevelheight
1313
Ringhöhering height
1414
Ringbreitering width
1515
O-RingO-ring

Claims (14)

  1. Method for sealing in a hydrodynamic clutch having a torque converter lockup clutch, with the piston (8) of the torque converter lockup clutch being arranged with its concentric bore on a hub (9) and being sealed off here by means of at least one seal, characterized in that the seal (7) is pressed by means of a preload against the bore of the piston (8) and a leakage gap is formed between the seal (7) and the hub (9).
  2. Hydrodynamic clutch having a torque converter lockup clutch, comprising a piston (8), a hub (9) and a sealing system, with the piston of the torque converter lockup clutch being arranged with its concentric bore on a hub (9) and with at least one seal (7) being situated between the hub (9) and the bore, characterized in that the seal (7) bears with a substantially cylindrical surface against the bore and is of endless design, and a leakage gap is formed between the seal (7) and the hub (9).
  3. Hydrodynamic clutch having a seal system according to Claim 2, characterized in that, to hold the at least one seal (7), a recess is arranged in the hub (9).
  4. Hydrodynamic clutch having a seal system according to Claim 2 or 3, characterized in that the cylindrical surface is shorter in the axial direction than the axial extent (14) of the seal (7).
  5. Hydrodynamic clutch having a seal system according to one of Claims 2 to 4, characterized in that the cylindrical surface is delimited by a chamfer.
  6. Hydrodynamic clutch having a seal system according to one of Claims 2 to 4, characterized in that the cylindrical surface is delimited by a radius.
  7. Hydrodynamic clutch having a seal system according to one of Claims 2 to 4, characterized in that the cylindrical surface is delimited by a shoulder.
  8. Hydrodynamic clutch having a seal system according to one of Claims 2 to 7, characterized in that the delimitation (chamfer, radius, shoulder) faces towards the region (6) with the lower pressure.
  9. Hydrodynamic clutch having a seal system according to one of Claims 2 to 7, characterized in that the delimitation (chamfer, radius, shoulder) faces toward the region (5) with the higher pressure.
  10. Hydrodynamic clutch having a seal system according to one of Claims 2 to 9, characterized in that the seal (7) is provided, on its inner diameter, with a chamfer, radius or shoulder.
  11. Hydrodynamic clutch having a seal system according to one of Claims 2 to 10, characterized in that, in addition to the first seal (7) with the cylindrical outer surface, a further seal (15) is provided which acts on the first seal (7) radially with a preload.
  12. Hydrodynamic clutch having a seal system according to Claim 11, characterized in that the seal (7) with the cylindrical outer surface is provided, on its inner diameter, with a circumferential concave shape.
  13. Hydrodynamic clutch having a seal system according to one of Claims 2 to 11, characterized in that, in addition to the first seal (7) with the cylindrical outer surface, a further seal (15) is provided which acts on the first seal (7) axially with a preload.
  14. Hydrodynamic clutch having a seal system according to one of Claims 11 to 13, characterized in that the further seal (15) is embodied as an O ring.
EP05850148A 2004-12-24 2005-12-14 Seal for torque converter lockup clutch Not-in-force EP1831593B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004062608 2004-12-24
PCT/DE2005/002251 WO2006066547A1 (en) 2004-12-24 2005-12-14 Seal for torque converter lockup clutch

Publications (2)

Publication Number Publication Date
EP1831593A1 EP1831593A1 (en) 2007-09-12
EP1831593B1 true EP1831593B1 (en) 2009-09-02

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EP05850148A Not-in-force EP1831593B1 (en) 2004-12-24 2005-12-14 Seal for torque converter lockup clutch

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US (1) US7992694B2 (en)
EP (1) EP1831593B1 (en)
JP (1) JP5108529B2 (en)
AT (1) ATE441799T1 (en)
DE (2) DE502005008074D1 (en)
WO (1) WO2006066547A1 (en)

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Also Published As

Publication number Publication date
EP1831593A1 (en) 2007-09-12
JP2008525725A (en) 2008-07-17
DE112005003047A5 (en) 2007-09-13
ATE441799T1 (en) 2009-09-15
DE502005008074D1 (en) 2009-10-15
US20080008591A1 (en) 2008-01-10
US7992694B2 (en) 2011-08-09
WO2006066547A1 (en) 2006-06-29
JP5108529B2 (en) 2012-12-26

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